Method for assembling an aircraft structure assembly without use of any of shimming, locating fixtures and final-hole-size drill jigs

ABSTRACT

A method is provided for assembling an aircraft structure assembly composed of a plurality of sections without use of any shimming, locating fixtures or final-hole-size drill jigs. The method includes supporting a first and second frame sections on respective adjustable supports, and positioning an interconnecting frame section therebetween. The method includes aligning first pre-drilled mating holes in the interconnecting frame section, and installing fasteners through the aligned, first pre-drilled mating holes. The method includes aligning second pre-drilled mating holes in structural mating sections, and installing fasteners through the aligned, second pre-drilled mating holes. The method includes positioning the structural mating sections relative to the first and second frame sections and the interconnecting frame section. The structural mating sections are assembled inwardly from the first and second frame sections that form an outer perimeter structure of the aircraft structure assembly.

CROSS-REFERENCE SECTION

This application is a continuation of U.S. patent application No.14/703,550, filed May 4, 2015, now U.S. Pat. No. 9,925,625, issued Mar.27, 2018, entitled: Assembly of an Aircraft Structure Assembly withoutShimming, Locating Fixtures or Final-Hole-Size Drill Jigs, the contentof which is incorporated herein by reference in its entirety.

TECHNOLOGICAL FIELD

The present disclosure relates generally to aircraft part machining andassembly and, in particular, to assembly of an aircraft structureassembly without use of any shimming, locating fixtures orfinal-hole-size drill jigs.

BACKGROUND

Complex manufacturing projects such as the design and manufacture ofaircraft generally require the successful integration of designengineering, manufacturing engineering and sometimes numerical control(NC) programing. The production of aircraft, for example, typicallyrequires the successful integration of hundreds of thousands of partsand associated processes according to a comprehensive plan to produce anaircraft in accordance with engineering design data, and includes theautomated manufacturing of a number of components, assemblies andsub-assemblies according to NC programming techniques.

Design engineering often makes use of graphic, calculation intensivecomputer-aided design (CAD) systems to prepare drawings, specifications,parts lists and other design-related elements. In modern CAD systems,component parts are designed by geometrically modeling them inthree-dimensions (3D) to obtain a component definition. Designing anddeveloping complex 3D geometry models for many modern aircraft componentparts is a powerful but expensive and intricate process where componentpart performance and design constraints are balanced againstmanufacturing capability and cost. Manufactures expend large amounts ofeffort and resources balancing these issues. A key product of thiseffort is the 3D geometry models of component parts and assemblies ofcomponent parts including their respective predefined dimensionaltolerances. The bulk of the manufacturing process revolves aroundefficiently achieving the constraints defined in and between 3D geometrymodels of component parts and assemblies.

Currently, modern manufacturers expend a significant percentage of theirresources to develop and refine 3D geometry models for each componentpart and assembly. Engineers must then create two-dimensional (2D)drawings to detail, and include dimension and tolerance ranges for thecomponent part features and assembly configurations. This processdefines the 2D drawing as the configuration control and the “authorityfor manufacturing.” This process requires generating a series of 2Dperspectives of the components have to be created and, thereafter, thetolerances have to be assigned and detailed on a 2D drawing, wheretolerance ranges are assigned based on fit and function of the componentpart features. For example, in the case of mounting holes centered intwo co-planar 1-inch wide flanges that fit alongside of each other, thenominal width dimension is 1.000 inch and the tolerance for the width ofthe flange should be +0.000/−0.030 inch since positioning two flangeshaving a width greater than 1.000 alongside each other would cause thecentered mounting holes to be shifted further apart from each other andpotentially interfere with hole alignment in a mating component. Byassigning a tolerance of 1.000+0.000/−0.030 inch the flange width couldbe machined to a dimension less than 1.000 inch, which would merelyleave a gap between the flanges when positioned alongside each other andassembled via the mounting holes.

Thus, for a part flange having a nominal flange width of 1 inch, a 2Dpart drawing with this assigned tolerance of 1.000+0.000/−0.030 inchwould result in the manufacturer setting up machining of the flange at amidpoint of the tolerance, at the dimensional width of 0.985 inches(+0.015/−0.015 inch), to allow for possible manufacturing variationsresulting in a width above and below the 0.985 inch width that wouldnevertheless remain within the 2D drawing tolerance of1.000+0.000/−0.030 inch.

This process of manufacturing part features to fall within toleranceranges also typically results in gaps for shimming component parts atassembly, and an inexact definition of the shape of part details; andthe resulting component parts or their assembly is then often forcedinto shape using multiple large tools during manufacturing.

During NC programming and manufacture, NC programs are often designed tomachine widths and features of component parts not to nominal dimensions(e.g., 1.000 inch), but rather to a specific dimension within thetolerance range specified in the 2D part drawing (e.g.,1.000+0.000/−0.030), such that manufacturing variations wouldnevertheless remain within the 2D drawing tolerance to mitigate risk ofnonconformance.

NC machining tools could also be set up to machine holes or features toone end or another of their various dimensional tolerances to allow forwear and maximize the usefulness of tools used to machine the parts, orreduce machining time. For example, instead of a nominal size for a holeto be machined, a machinist may install a hole-forming tool or drill bitof a size that is within the tolerance but shifted towards one end ofthe tolerance range, which would result in hole diameters that initiallyare at one end of the tolerance range, and as the drill bit wears theresulting hole diameters shift towards the other end of the tolerancerange, such that a maximum number of parts may be produced using thedrill bit as it gradually wears and the hole diameter changes butremains within tolerance, to thereby prolong the time before the drillbit needs to be replaced with another drill bit.

In another example, the path of a milling machine may be programmed tomill to a minimum pocket depth allowed to remain in tolerance, which mayreduce the number of repeated machine tool path passes needed to achievea pocket depth that is within the tolerance range during the machiningprocess. This in turn may reduce the total machining time and couldreduce the risk of thin-wall cracking to mitigate the risk ofnonconformance.

After manufacturing component parts, conventional manufacturingtechniques are used for assembling component parts to produceassemblies, some of which may be sub-assemblies for even largerassemblies. Traditionally this process has relied on fixtured toolingtechniques that force component parts into certain positions andtemporarily fastens them together to locate the parts relative topre-defined engineering requirements. For component parts joined andsecured together by fasteners, the assembly process also typicallyinvolves pre-drilled pilot holes in one of the joined parts, and afinal-hole-size drill jig to drill out the pilot holes and through theother of the joined parts, to thereby produce holes of the desired finalsize in both parts.

The use of the aforementioned shimming, as well as the locating fixturesand final-hole-size drill jigs during assembly is costly, and oftenresults in a high-level of nonconformance that must be repaired. Thetraditional assembly process also often involves use of multiple shims,which also adds cost and time. Some techniques have been developed thatinvolve scanning component parts after assembly, and then programmingeach mating part (customized to a single assembly) to exactly match thesurface. But this requires the repeated assembly and disassembly of thecomponent parts to complete the assembly process.

BRIEF SUMMARY

Example implementations of the present disclosure are directed toimproved aircraft part machining and assembly. In accordance withexample implementations, a three-dimensional (3D) geometry model for apart in which its surface features and holes may be modeled to nominaldimensions of the finished part. A numerically-controlled (NC) machiningprogram may be generated directly from the 3D geometry model, without 2Ddrawings of the part—and hence the gaps for shimming and inexactdefinitions that often accompany 2D drawings. The part may then bemachined to the nominal dimensions from the 3D geometry model on asingle NC machining apparatus, instead of to one end or another of itsvarious dimensional tolerances.

Parts machined according to example implementations may include holesmachined to substantially a nominal diameter. Relative to the assemblyof the machined parts, these holes may be pre-drilled (drilled duringmachining and prior to assembly). The holes being machined tosubstantially a nominal diameter may enable the assembly without use ofany shimming, locating fixtures or final-hole-size drill jigs (i.e.,without use of any shimming, without use of any locating fixtures andwithout use of any final-hole-size drill jigs). Example implementationsutilize the inherent capability of modern NC machines to archiveaccuracy to allow alignment of all holes in the assembly. The parts maybe machined exactly as modeled (designed), without requiringinterpretation by either the machinist or downstream assembly operatoror team.

More particularly, parts may be machined substantially to nominal, whichmay allow their assembly without shimming. Pre-drilled holes in theparts may be used for alignment and assembly of the parts, withoutrequiring multiple part locating fixtures; and by the holes beingpre-drilled, the parts may be assembled without final-hole-size drilljigs for drilling the holes at assembly. The parts may be assembledwithout scanning a part to obtain its surface profile for machining amating part profile. Parts may be machined at multiple supplierlocations, and yet be easily fit together at assembly.

From at least the foregoing, example implementations may reduce the costof assembling aircraft structure assemblies by decreasing their assemblytime, reducing rework, reducing required tooling, and eliminating shims.The resulting aircraft structure assembly may be a higher-qualityassembly due to superior part fit. Example implementations may also addlittle to no additional cost at the supplier base, reduce the potentialforeign object debris, and/or reduce the cost of quality for holes thatare not drilled to blueprint.

The present disclosure thus includes, without limitation, the followingexample implementations. In some example implementations, a method isprovided for assembling an aircraft structure assembly without use ofany shimming, locating fixtures or final-hole-size drill jigs. Theaircraft structure assembly is composed of a plurality of sectionsincluding first and second frame sections, an interconnecting framesection and a plurality of structural mating sections. The methodincludes supporting the first and second frame sections on respectiveadjustable supports positioned to align the first and second framesections in a spaced-apart relationship, and positioning theinterconnecting frame section between the first and second framesections. The method includes aligning first pre-drilled mating holes inthe interconnecting frame section with first pre-drilled mating holes inthe first and second frame sections, and installing fasteners throughthe aligned, first pre-drilled mating holes. For each structural matingsection of a plurality of structural mating sections, the methodincludes positioning the structural mating section relative to the firstand second frame sections and interconnecting frame section. And foreach structural mating section of a plurality of structural matingsections, the method includes aligning second pre-drilled mating holesin the structural mating section with second pre-drilled mating holes inat least one of the interconnecting frame section, first frame sectionor second frame section, and installing fasteners through the aligned,second pre-drilled mating holes to secure the structural mating section.

In some example implementations of the method of the preceding or anysubsequent example implementation, or any combination thereof, themethod further comprises positioning the adjustable supports at baselinepositions for positioning and aligning the first and second framesections in the spaced-apart relationship, with the adjustable supportsbeing positioned using a laser metrology system.

In some example implementations of the method of any preceding or anysubsequent example implementation, or any combination thereof, themethod further comprises numerically-controlled machining at least twoof the sections based on respective three-dimensional geometry modelsthereof. In these example implementations, the at least two of thesections in the respective three-dimensional models have an identicalmating surface feature profile such that the at least two of thesections are machined to have a substantially identical mating surfacefeature profile.

In some example implementations of the method of any preceding or anysubsequent example implementation, or any combination thereof, thestructural mating section is positioned, the second pre-drilled matingholes are aligned and fasteners are installed through the aligned,second pre-drilled mating holes, for the plurality of structural matingsections to assemble the aircraft structure assembly inwardly from thefirst and second frame sections that form an outer perimeter structurethereof.

In some example implementations of the method of any preceding or anysubsequent example implementation, or any combination thereof, the firstand second frame sections are respectively leading edge and aft framesections, and the interconnecting frame section includes inner and outerspan-wise sections. In these example implementations, positioning theinterconnecting frame section includes positioning the inner and outerspan-wise sections between the leading edge and aft frame sectionswithout use of any shimming, locating fixtures or final-hole-size drilljigs.

In some example implementations of the method of any preceding or anysubsequent example implementation, or any combination thereof, the firstpre-drilled mating holes are pre-drilled prior to alignment of the firstpre-drilled mating holes. In these example implementations, the firstpre-drilled mating holes are pre-drilled to substantially a nominal holediameter that is a final hole size for a class hole diametercorresponding to a fastener, such that installing the fasteners includesinserting the fasteners through the aligned, first pre-drilled matingholes without use of locating fixtures for positioning and securing theinterconnecting frame section and first and second frame sectionsrelative to each other.

In some example implementations of the method of any preceding or anysubsequent example implementation, or any combination thereof, thesecond pre-drilled mating holes are pre-drilled prior to alignment ofthe second pre-drilled mating holes. In these example implementations,the second pre-drilled mating holes are pre-drilled to substantially anominal hole diameter that is a final hole size for a class holediameter corresponding to a fastener, such that installing the fastenersincludes inserting the fasteners through the aligned, second pre-drilledmating holes without use of locating fixtures for positioning andsecuring the structural mating section and the at least one of theinterconnecting frame section, first frame section or second framesection relative to each other.

In some other example implementations, a method is provided forassembling an aircraft wing assembly without use of any locatingfixtures for alignment of the sections or final-hole-size drill jigs fordrilling holes. The aircraft wing assembly is composed of a plurality ofsections including leading edge and aft frame sections, inner and outerspan-wise sections and a plurality of internal structural members. Themethod includes supporting the leading edge and aft frame sections onrespective adjustable supports positioned to align the leading edge andaft frame sections in a spaced-apart relationship, and positioning theinner and outer span-wise sections between the leading edge and aftframe sections. The method includes aligning first pre-drilled matingholes in the inner and outer span-wise sections with first pre-drilledmating holes in the leading edge and aft frame sections, and installingfasteners through the aligned, first pre-drilled mating holes, tothereby form an outer perimeter structure of the aircraft wing assembly.For each internal structural member of the plurality of internalstructural members, the method includes positioning the internalstructural member within the outer perimeter structure. And for eachinternal structural member of the plurality of internal structuralmembers, the method includes aligning second pre-drilled mating holes inthe internal structural member with second pre-drilled mating holes inat least one of another internal structural member, the inner span-wisesection or outer span-wise section, and installing fasteners through thealigned, second pre-drilled aligned holes to secure the internalstructural member. The aircraft wing assembly is assembled inwardly fromthe outer perimeter structure.

In some example implementations of the method of any preceding or anysubsequent example implementation, or any combination thereof, theplurality of internal structural members includes a main spar. For themain spar, positioning the internal structural member comprisespositioning the main spar within the outer perimeter structure. And forthe main spar, aligning second pre-drilled mating holes comprisesaligning second pre-drilled mating holes in the main spar with secondpre-drilled mating holes in at least one of another internal structuralmember, the inner span-wise section or outer span-wise section, andinstalling fasteners through the aligned, second pre-drilled alignedholes to secure the main spar.

In some example implementations of the method of any preceding or anysubsequent example implementation, or any combination thereof, theaircraft wing assembly is further composed of one or more outer skinportions. In these example implementations, the method further compriseswithout use of any locating fixtures or final-hole-size drill jigs,positioning the one or more outer skin portions relative to the outerperimeter structure, and aligning third pre-drilled mating holes in theone or more outer skin portions with third pre-drilled mating holes inthe outer perimeter structure, and installing fasteners through thealigned, fourth pre-drilled mating holes to secure the one or more skinportions.

In some example implementations of the method of any preceding or anysubsequent example implementation, or any combination thereof, themethod further comprises positioning the adjustable supports at baselinepositions for positioning and aligning the leading edge and aft framesections in the spaced-apart relationship, with the adjustable supportsbeing positioned using a laser metrology system.

In some example implementations of the method of any preceding or anysubsequent example implementation, or any combination thereof, themethod further comprises numerically-controlled machining at least twoof the sections based on respective three-dimensional geometry modelsthereof, with the at least two of the sections in the respectivethree-dimensional models having an identical mating surface featureprofile such that the at least two of the sections are machined to havea substantially identical mating surface feature profile.

In some example implementations of the method of any preceding or anysubsequent example implementation, or any combination thereof, the firstpre-drilled mating holes are pre-drilled prior to alignment of the firstpre-drilled mating holes. In these example implementations, the firstpre-drilled mating holes are pre-drilled to substantially a nominal holediameter that is a final hole size for a class hole diametercorresponding to a fastener, such that installing the fasteners includesinserting the fasteners through the aligned, first pre-drilled matingholes without use of locating fixtures for positioning and securing theinner and outer span-wise sections and leading edge and aft framesections relative to each other.

In some example implementations of the method of any preceding or anysubsequent example implementation, or any combination thereof, thesecond pre-drilled mating holes are pre-drilled prior to alignment ofthe second pre-drilled mating holes. In these example implementations,the second pre-drilled mating holes are pre-drilled to substantially anominal hole diameter that is a final hole size for a class holediameter corresponding to a fastener, such that installing the fastenersincludes inserting the fasteners through the aligned, second pre-drilledmating holes without use of locating fixtures for positioning andsecuring the internal structural member and the at least one of theother internal structural member, the inner span-wise section or outerspan-wise section relative to each other.

These and other features, aspects, and advantages of the presentdisclosure will be apparent from a reading of the following detaileddescription together with the accompanying drawings, which are brieflydescribed below. The present disclosure includes any combination of two,three, four or more features or elements set forth in this disclosure,regardless of whether such features or elements are expressly combinedor otherwise recited in a specific example implementation describedherein. This disclosure is intended to be read holistically such thatany separable features or elements of the disclosure, in any of itsaspects and example implementations, should be viewed as intended,namely to be combinable, unless the context of the disclosure clearlydictates otherwise.

It will therefore be appreciated that this Brief Summary is providedmerely for purposes of summarizing some example implementations so as toprovide a basic understanding of some aspects of the disclosure.Accordingly, it will be appreciated that the above described exampleimplementations are merely examples and should not be construed tonarrow the scope or spirit of the disclosure in any way. Other exampleimplementations, aspects and advantages will become apparent from thefollowing detailed description taken in conjunction with theaccompanying drawings which illustrate, by way of example, theprinciples of some described example implementations.

BRIEF DESCRIPTION OF THE DRAWING(S)

Having thus described example implementations of the disclosure ingeneral terms, reference will now be made to the accompanying drawings,which are not necessarily drawn to scale, and wherein:

FIG. 1 illustrates a system according to example implementations of thepresent disclosure;

FIG. 2 illustrates a model-based definition and machining system,according to some example implementations;

FIG. 3 illustrates a component assembly system, according to someexample implementations;

FIGS. 4-14 illustrate a portion of a component assembly system, andwhich may be useful for assembling an aircraft structure without use ofany locating fixtures for alignment of the sections or final-hole-sizedrill jigs for drilling holes, according to some exampleimplementations;

FIGS. 15 and 16 are flowcharts illustrating various steps in methods forrespectively assembling an aircraft structure assembly and assembling anaircraft wing assembly, according to some example implementations; and

FIG. 17 illustrates an apparatus according to some exampleimplementations.

DETAILED DESCRIPTION

Some implementations of the present disclosure will now be describedmore fully hereinafter with reference to the accompanying drawings, inwhich some, but not all implementations of the disclosure are shown.Indeed, various implementations of the disclosure may be embodied inmany different forms and should not be construed as limited to theimplementations set forth herein; rather, these example implementationsare provided so that this disclosure will be thorough and complete, andwill fully convey the scope of the disclosure to those skilled in theart. Like reference numerals refer to like elements throughout.

Example implementations of the present disclosure are generally directedto aircraft part machining and assembly and, in particular, tomodel-based definition for machining aircraft parts, and assembly ofparts without use of any shimming, locating fixtures or final-hole-sizedrill jigs. FIG. 1 illustrates a system 100 according to exampleimplementations of the present disclosure. The system may include any ofa number of different subsystems (each an individual system) forperforming one or more functions or operations. As shown, for example,the system may include one or more of each of a model-based definitionand machining subsystem 102 and component assembly subsystem 104.Although shown as part of the system, it should be understood thateither or both of the subsystems may function or operate as a separatesystem without regard to the other subsystem. It should also beunderstood that the system may include one or more additional oralternative subsystems than those shown in FIG. 1.

The model-based definition and machining subsystem 102 is generallyconfigured to enable the design and modeling of aircraft parts in amanner whereby the parts may be machined and assembled without shimming,multiple part locating fixtures, or final hole-size drill jigs. Theseaircraft parts may include, for example, rough castings, forgings, roughcomposite components and the like. The model-based definition andmachining subsystem may create a three-dimensional (3D) geometry modelfor aircraft parts—such as relational 3D computer-aided design (CAD)models for mating parts—with surface features, holes and locations sizedand toleranced to reliably fit at assembly, when using shimless/no drillassembly techniques.

The model-based definition and machining subsystem 102 may be configuredto create a 3D geometry model of an aircraft part in which its featuresmay be sized to nominal dimensions of the finished part exactly to adesired final shape. A numerically-controlled (NC) machiningprogram—such a computer NC (CNC) machining program—may be generateddirectly from the 3D geometry model, and an appropriate NC machiningapparatus may be configured to machine the part to the nominal shape ofthe desired part per the 3D geometry model. The part may be machined tothe exact nominal dimensions of the NC machining program, instead ofoverriding in certain locations as is generally common practice. Theresulting parts may then be assembled using no shims, minimal toolingand no drilling at the time of assembly of the aircraft components. Inthis regard, the model-based definition and machining subsystem mayutilize an inherent capability of modern NC machining apparatuses toarchive accuracy to allow all holes in the assembly to line up. Theparts may be machined exactly as modeled (designed), withoutinterpretation by either a part supplier or downstream assembly team.

The component assembly subsystem 104 may be generally configured toenable the assembly of aircraft structure assemblies composed ofsections, such as sections machined through the model-based definitionand machining subsystem 102. The component assembly subsystem may enablethe assembly of aircraft structure assemblies with sections machined atmultiple supplier locations, without shimming, multiple part locatingfixtures, or final hole-size drill jigs. In accordance with exampleimplementations of the present disclosure, sections of the structureassembly include pre-drilled fastener holes that may be used foralignment and assembly of the sections. The fastener holes may bepre-drilled prior to assembly, as opposed to during assembly using drilljigs, with most if not all of the holes being drilled at the time ofdetail machining. The component assembly subsystem may also enable theassembly of parts without scanning a part to obtain its surface profilefor machining a mating part profile. Through the system 100 of exampleimplementations, aircraft parts may be designed, machined and assembledin less time, with reduced rework, reduced tooling and without shims.This may result in higher-quality structure assemblies due to superiorsection fit. The system may be implemented without additional cost atthe supplier base, it may reduce potential foreign object debris, and/orit may reduce the cost of quality for holes that are not drilled toblueprint.

FIG. 2 illustrates a model-based definition and machining system 200that in some examples may correspond to the model-based definition andmachining subsystem 102 of FIG. 1. The model-based definition andmachining system may include one or more of each of a number ofcomponents coupled to one another, such as a 3D geometry modeler 202, aNC program generator 204, and a NC machining apparatus 206 with ahole-forming tool 208 and/or surface machining tool 210. In someexamples, however, the model-based definition and machining system mayinclude only a single NC machining apparatus.

The 3D geometry modeler 202 may be configured to create a 3D geometrymodel 212 for an aircraft part having surface features and holesrepresented thereby. For this, in some examples, the 3D geometry modelermay be, include or otherwise benefit from a commercially-available CADsystem, such as the CATIA digital modeling system, available fromDassault Systèmes S.A. of Vélizy-Villacoublay, France. According toexample implementations of the present disclosure, the surface featuresand holes in the 3D geometry model are sized to respectively a nominalsurface feature dimension and a nominal hole diameter, and may haverespectively a surface-feature tolerance range and a hole-diametertolerance range related thereto that may be based upon form, fit orfunction of the part. More generally, the 3D geometry model for theaircraft part may include a 3D wireframe or solid model of the aircraftpart, as well as engineering data required to machine or inspect thepart. This engineering data may include the aforementionedsurface-feature tolerance range and hole-diameter tolerance range (oneor more of each), as well as include flag notes, finish requirements andthe like.

In an example implementation, a 3D geometry model for an aircraft partis created with surface features and holes sized to fit and function,such as a standard fastener hole size or an integer-value flange widthfor example, and an NC program is created directly from the 3D geometrymodel for the aircraft part. The NC program includes programinstructions to machine the holes and surface features to the nominaldimensions that are specified in the 3D geometry model for the aircraftpart, where the nominal dimension means the geometry model value of adimension or the as-modeled size and profile of surface features andholes created in the 3D geometry model, as opposed to a mediandimensional value that falls within or part-way between a tolerancerange for a hole diameter or feature of the aircraft part.

The NC program generator 204 may be configured to generate a NCmachining program 214 directly from the 3D geometry model 212, and insome examples may be, include or otherwise benefit from acommercially-available CAD system (e.g., CATIA). The NC machiningprogram may have instructions for the single NC machining apparatus 206to machine the aircraft part including its surface features and holes,including instructions to machine the holes to the nominal hole diameterspecified in the 3D geometry model for the part. Accordingly,manufacturing facilities may be required to create an NC program fromthe 3D geometry model so as to include program instructions to machineholes and surface features to the nominal dimensions in the 3D geometrymodel, instead of creating NC program instructions that change thenominal dimension to a specific dimension within the tolerance range ina 2D part drawing that would allow for manufacturing variations andreduce the likelihood of dimension variations exceeding tolerance limits(mitigating risk of nonconforming parts). In one example, the tolerancerange is increased (e.g., expanded, relaxed) for hole and surfacefeature dimensions, to reduce nonconformance concerns of manufacturingfacilities machining the parts and encourage manufacturing facilitiesnot to change or shift NC-programmed dimensions away from nominaldimensions specified in the 3D geometry model (e.g., a 1.00 inch nominalwidth dimension) to a different dimension within the tolerance range(e.g., a 0.985 dimension within a 1.000+0.000 /−0.030 tolerance range)in an effort to make allowances for manufacturing variations, tool wear,cutting speed, etc. The NC machining apparatus, then, may be configuredto machine the aircraft part 216 including its surface features andholes utilizing the NC machining program, which includes instructions tomachine the surface features and holes to the nominal dimensionsspecified in the 3D geometry model for the aircraft part. In someexamples, the NC machining apparatus may be a multi-axis NC machiningapparatus configured to machine surface features and holes in each oftwo or more orthogonal planes in a single machining setup, such thatholes and surfaces in a second orthogonal plane are not machined in asecondary machining operation on a second machining apparatus after NCmachining holes and surfaces in a first orthogonal plane on a firstmachining apparatus.

The NC machining apparatus 206 may be any of a number of suitableapparatuses configured to hold appropriate material in place and machinethe material into the aircraft part in accordance with the NC machiningprogram 214. In some examples, the NC machining apparatus may be asingle NC machining apparatus. In other examples, the NC machiningapparatus may include an NC machining apparatus to rough the part out,and another, single NC machining apparatus to perform final or finishmachining, such as to machine surface features that are flagged to eachother in the 3D geometry model in a single set-up.

The NC machining apparatus may include an NC controller configured todirect the hole-forming tool 208 and/or surface machining tool 210according to an appropriate NC machining program. Examples of suitableNC machining tools with appropriate surface machining tools include amilling machine, lathe, stamping machine and the like. Examples ofsuitable hole-forming tools include a drill, end mill, reamer, boringbar, hole punch and the like.

The NC machining apparatus 206 may utilize the hole-forming tool 208 formachining the holes. The hole-forming tool may be set at substantiallythe nominal hole diameter specified in the 3D geometry model for thepart, instead of a dimension within the 2D drawing tolerance range thatwill allow for manufacturing variation and mitigate the risk ofnonconformance, or a dimension at a high side of the hole-diametertolerance range to allow for tool wear, whereby the holes are machinedto substantially the nominal hole diameter specified in the 3D geometrymodel for the part. This may be accomplished by the NC machining program214. In some examples, operator input to the NC machining apparatus 206may be disabled to set the hole-forming tool with an offset value formachining the holes to a diameter that is shifted within the tolerancerange to allow for manufacturing variations and mitigate the risk ofnonconformance, or for machining the holes to a diameter toward the highside or a low side of the hole-diameter tolerance range to allow fortool wear. This may be accomplished in any of a number of differentmanners, such as through appropriate instructions in the NC machiningprogram, which may protect the hole diameter corresponding to thenominal diameter in the 3D geometry model from being edited by themachinist or other operator.

The instructions of the NC machining program 214 may includeinstructions to machine the surface features of the aircraft part 216 tothe nominal surface feature dimension. The NC machining apparatus 206may utilize the surface machining tool 210 for machining the surfacefeatures. Similar to the hole-forming tool 208, the surface machiningtool may be set at substantially the nominal surface feature dimension,instead of a dimension within the 2D drawing tolerance range that willallow for manufacturing variation and mitigate the risk ofnonconformance, or a dimension at a high side or a low side of thesurface-feature tolerance range to allow for tool wear or reduce anamount of material removed, whereby the surface features are machined tosubstantially the nominal surface feature dimension specified in the 3Dgeometry model for the part. Again, this may be accomplished by the NCmachining program. Also similar to the hole-forming tool, in someexamples, operator input to the NC machining apparatus may be disabledto set the surface machining tool with an offset value for machining thesurface features away from the nominal surface feature dimension in the3D geometry model to a different diameter within the tolerance range toallow for manufacturing variations and mitigate the risk ofnonconformance, or to a diameter toward the high side or low side of thesurface-feature tolerance range to allow for tool wear or reduce theamount of material removed, such as again through appropriateinstructions in the NC machining program, which may protect the surfacefeature dimension from being edited.

Further to the above, consider an example of an end mill for machining apart having a surface feature with a surface-feature tolerance range of+0.010/−0.003. The machinist may be inclined to set a tool offset at+0.005 inches, to adjust or shift the position of an end mill by +0.005inches towards a high side of a tolerance range, when milling a datumedge or profile on the part. Manufacturing productivity could beimproved through increased tool speed, etc., since less material isremoved and more material is left on the resulting datum edge orsurface, which nevertheless would remain in tolerance resulting in apart which will pass inspection. While this practice produces parts thatfall within specified tolerances, it results in holes and other featuresdimensioned from the datum to be different from one part relative toanother. This may be avoided in at least some example implementations bydisabling operator input to the NC machining apparatus.

In some examples, the machined aircraft part 216 may be weighed and itsweight compared to a baseline weight for the aircraft part with nominaldimensions. This may enable the model-based definition and machiningsystem 200 to confirm that the surface features are machined tosubstantially to the nominal surface feature dimension specified in the3D geometry model for the part, and that the holes are machined tosubstantially to the nominal hole diameter specified in the 3D geometrymodel for the part.

In some examples, the aircraft part 216, 3D geometry model 212 and NCmachining program 214 may each be a first thereof. That is, the aircraftpart may be a first aircraft part, the 3D geometry model may be a first3D geometry model, and the NC machining program may be a first NCmachining program. In these examples, the 3D geometry modeler 202 mayalso be configured to create a second 3D geometry model 212′ for asecond aircraft part having surface features and holes representedthereby. In this regard, the surface features of the first aircraft partand second aircraft part in respectively the first 3D geometry model andsecond 3D geometry model may have an identical mating surface featureprofile. This may be accomplished in a number of different manners, suchas by use of a common mating surface profile in the definition of both3D geometry models 212, 212′.

The NC program generator 204 may also be configured to generate a secondNC machining program 214′ directly from the second 3D geometry model212′. In some examples, the first and second NC machining programs 214,214′ may include instructions for the same tool path for machining themating surface feature profile on both parts 216, 216′.

A single NC machining apparatus 206 may be configured to machine thesecond aircraft part 216′ including its surface features and holesutilizing the second NC machining program 214′. Here, the NC machiningapparatus that machines the second aircraft part may be the same NCmachining apparatus that machines the first aircraft part (as shown), orthey may be different NC machining apparatuses. The identical matingsurface feature profile of the surface features of the first aircraftpart 216 and second aircraft part, and the first NC machining program214 and second NC machining program being generated directly fromrespectively the first 3D geometry model 212 and second 3D geometrymodel, may thereby enable the NC machining apparatus to machinerespectively the first aircraft part and second aircraft part with asubstantially identical mating surface feature profile. This may enablethe assembly of the parts without any subsequent shimming or sandingoperations.

In some examples, the holes of the second aircraft part in the second 3Dgeometry model 212′ may be sized to a nominal hole diameter specified inthe 3D geometry model for the second aircraft part. In these examples,the single NC machining apparatus 206 that machines the second aircraftpart 216′ may utilize the hole-forming tool 208 for machining the holesof the second aircraft part. Similar to the NC machining apparatus, thehole-forming tool that machines the holes of the second aircraft partmay be the same hole-forming tool that machines the holes of the firstaircraft part 216 (as shown), or they may be different hole-formingtools.

The hole-forming tool 208 may be set at substantially the nominal holediameter of the holes specified in the 3D geometry model for the secondaircraft part 216′, whereby the holes of the second aircraft part may bemachined to substantially the nominal hole diameter in the 3D geometrymodels thereof. In some examples, the nominal hole diameter specified inthe 3D geometry models is the diameter substantially to which the holesof the first aircraft part 216 and second aircraft part are machined maybe the same and a final hole size for a class hole diametercorresponding to a fastener. This may enable installation of fastenersto assemble the first aircraft part and second aircraft part without anysubsequent drilling, reaming or shimming operations. Examples ofsuitable types of fasteners include externally-threaded bolts or screws,rivets, pins or the like.

In one example implementation, the aircraft part 216, 3D geometry model212 and NC machining program 214 are a first aircraft part, a first 3Dgeometry model, and a first NC machining program, and 3D geometrymodeler 202 is configured to create plurality of 3D geometry models fora plurality of parts to be assembled with the first part. Accordingly,in one example implementation, a method is provided for manufacturingaircraft parts for an assembly, which comprises creating a first NCmachining program 214 for a first aircraft part based on a first created3D geometry model, wherein a plurality of additional 3D geometry modelswith holes and surface features at nominal dimensions are created for aplurality of parts to be assembled with the first part into an assembly.As such, the method comprises creating a plurality of 3D geometry modelsfor a plurality of parts to be assembled with the first part, whereinthe NC machining programs for machining each part are created from eachof the plurality of 3D geometry models that each include identicalsurface feature profiles for respective mating surfaces, such that theplurality of parts are NC machined based on 3D geometry models havingidentical surface feature profiles so as to produce a plurality of partswith substantially identical mating surface profiles.

In the above example implementation, the method may further comprise thestep of creating a set of 3D geometry models with holes and surfacefeatures at nominal dimensions for a plurality of parts to be assembledwith the first part, with each of the 3D geometry models includingidentical surface feature profiles for respective mating surfaces, andthe step of machining each of the plurality of parts to be assembledwith the first part using NC machining programs that are each createdbased on the 3D geometry model for each respective part, such that eachof the plurality of individual parts are machined to have substantiallyidentical mating surfaces based on the set of 3D geometry models thatinclude identical surface feature profiles for respective matingsurfaces of the respective mating parts.

In the above example implementation, the method may further comprise thestep of creating a set of 3D geometry models with holes and surfacefeatures at nominal dimensions for a plurality of parts to be assembledwith the first part, with each of the 3D geometry models includingidentical surface feature profiles for respective mating surfaces, andthe step of sending individual 3D geometry models to differentindividual manufacturing facilities for creating NC machining programsbased on 3D geometry models having identical surface feature profiles.Thus, the method functions so as to machine a plurality of individualparts at a number of different manufacturing facilities to havesubstantially identical mating surface profiles based on the set of 3Dgeometry models that include identical surface feature profiles forrespective mating surfaces of the respective mating parts.

In the example implementation, the method includes a subset of theplurality of parts being machined at different manufacturing facilitiesthat each have a numerically controlled machining apparatus, instead ofmachining all of the parts at the same manufacturing facility.Accordingly, the method further comprises the steps of creating a set of3D geometry models with holes and surface features at nominal dimensionsfor a plurality of parts to be assembled with the first part, with eachof the 3D geometry models including identical surface feature profilesfor respective mating surfaces, and sending individual 3D geometrymodels to different individual manufacturing facilities for creating NCmachining programs based on 3D geometry models having identical surfacefeature profiles, so as to machine a plurality of individual parts at anumber of different manufacturing facilities to have substantiallyidentical mating surfaces based on the set of 3D geometry models thatinclude identical surface feature profiles for respective matingsurfaces of the respective mating parts. In the example implementation,the method also entails machining the parts to be NC machined at asubstantially consistent temperature that is effective to consistentlymachine the holes and surfaces of each part to nominal dimensions at aplurality of different individual manufacturing facilities, such thatthe plurality of parts are NC machined based on 3D geometry modelshaving identical surface feature profiles so as to have substantiallyidentical mating surfaces without thermal expansion due to differenttemperatures affecting dimensions of the holes and surfaces machined.Likewise, each of the parts to be machined may be supported on a fixtureto inhibit deflection of the part during machining holes and surfaces tonominal dimensions, where the part may be an elongate frame sectionhaving end portions that may deflect as a result of the part'selasticity, weight, length, etc.

FIG. 3 illustrates a component assembly system 300 that in some examplesmay correspond to the component assembly subsystem 104 of FIG. 1. Asindicated above and explained in greater detail below, the componentassembly system may facilitate assembly of an aircraft structureassembly without use of any shimming, locating fixtures orfinal-hole-size drill jigs. In accordance with example implementations,the aircraft assembly may be composed of a plurality of sectionsincluding first and second frame sections 302, 304, an interconnectingframe section 306 and a plurality of structural mating sections 308. Insome examples, at least two of these sections 302-308 may be NC machinedsuch as by a model-based definition and machining subsystem 102, 200based on respective 3D geometry models thereof. And in these examples,the sections in the respective 3D models may have an identical matingsurface feature profile such that the sections may be machined to have asubstantially identical mating surface feature profile.

As shown in FIG. 3, the component assembly system 300 may include one ormore of each of a number of components, such as adjustable supports 310and a laser metrology system 312. The first and second frame sections302, 304 may be supported on respective adjustable supports positionedto align the first and second frame sections in a spaced-apartrelationship. In some examples, the laser metrology system 312 may beused to position the adjustable supports at baseline positions forpositioning and aligning the first and second frame sections in thespaced-apart relationship.

The interconnecting frame section 306 may be positioned between thefirst and second frame sections 302, 304. As explained in greater detailbelow, in some examples, the first and second frame sections may berespectively leading edge and aft frame sections, and theinterconnecting frame section may include inner and outer span-wisesections. In these examples, the inner and outer span-wise sections ofthe interconnecting frame section may be positioned between the leadingedge and aft frame sections without use of any shimming, locatingfixtures or final-hole-size drill jigs.

More particularly to the laser metrology system 312, for example, thefirst and second frame sections 302, 304 may include first pre-drilledmating holes 314 that may be self-aligning with one another, as well aswith first pre-drilled holes 316 in the interconnecting frame section306. The laser metrology system may then be used to position theadjustable supports 310 and hence the first and second frame sections intheir spaced-apart relationship such that their first pre-drilled holesmay align, and thereby ease subsequent alignment with the firstpre-drilled holes in the interconnecting frame section. Notably,however, the adjustable supports are not required to locate therespective first and second frame sections or any of their features, butsimply to support the first and second frame sections for ease ofassembly. The frame sections may locate themselves such as by thepre-drilled holes, and perhaps one or more other holes, surface featuresor the like. In some examples, the adjustable supports may be positionedat baseline positions for positioning and aligning the first and secondframe sections in the spaced-apart relationship, at a predetermineddistance from each other corresponding to the length of aninterconnecting frame section to be installed between the first andsecond frame sections. Notably, each of the first and second framesections may be adjusted by the adjustable supports to position thespaced-apart sections at the predetermined distance and appropriatealignment, and to account for deflection that may occur where thesection or part is an elongate section having end portions thatexperience minimal deflection as a result of the part's elasticity,weight, length, etc.

An operator may align first pre-drilled mating holes 316 in theinterconnecting frame section 306 with first pre-drilled mating holes314 in the first and second frame sections 302, 304, and installfasteners 318 (e.g., externally-threaded screw or bolt, rivet, pin)through the aligned, first pre-drilled mating holes. For each structuralmating section 308 of a plurality of structural mating sections, thestructural mating section may be positioned relative to the first andsecond frame sections and interconnecting frame section. The operatormay align second pre-drilled mating holes 320 in the structural matingsection with second pre-drilled mating holes 322, 324 in at least one ofthe interconnecting frame section, first frame section or second framesection, and install fasteners 326 (e.g., externally-threaded screw orbolt, rivet, pin) through the aligned, second pre-drilled mating holesto secure the structural mating section. In some examples, thestructural mating section may be positioned, the second pre-drilledmating holes may be aligned and fasteners may be installed through thealigned, second pre-drilled mating holes, for the plurality ofstructural mating sections to assemble the aircraft structure assemblyinwardly from the first and second frame sections that form an outerperimeter structure thereof.

In one example, first pre-drilled mating holes 314, 316 may bepre-drilled prior to their alignment, and pre-drilled to substantially anominal hole diameter that is a final hole size for a class holediameter corresponding to a fastener 318. Similarly, in some examples,second pre-drilled mating holes 320-324 may be pre-drilled prior totheir alignment, and pre-drilled to substantially a nominal holediameter that is a final hole size for a class hole diametercorresponding to a fastener 326. In these examples, the fasteners may beinserted through the aligned, first pre-drilled mating holes without useof locating fixtures for positioning and securing the interconnectingframe section 306 and first and second frame sections 302, 304 relativeto each other. Additionally or alternatively, the fasteners may beinserted through the aligned, second pre-drilled mating holes withoutuse of locating fixtures for positioning and securing the structuralmating section 308 and the interconnecting frame section, first framesection and/or second frame section relative to each other.

In one example implementation, a method of assembling an aircraftstructure assembly further comprises the step of NC machining at leasttwo of the sections based on respective 3D geometry models thereof, theat least two of the sections in the respective 3D models having anidentical mating surface feature profile such that the at least two ofthe sections are machined to have a substantially identical matingsurface feature profile. The method may further include the step ofcreating a set of 3D geometry models, having holes and surface featuresat nominal dimensions, for a plurality of parts to be assembled, witheach of the 3D geometry models including identical surface featureprofiles for respective mating surfaces. The method further includes thestep of machining each of the plurality of parts to be assembled usingNC machining programs that are each created based on the 3D geometrymodel for each respective part, such that each of the plurality ofindividual parts are machined to have substantially identical matingsurfaces based on the set of 3D geometry models that include identicalsurface feature profiles for respective mating surfaces of therespective mating parts.

The method may further comprise the step of sending individual 3Dgeometry models from the set to different individual manufacturingfacilities for creating NC machining programs based on the 3D geometrymodels having identical surface feature profiles. Thus, the methodfunctions so as to machine a plurality of individual parts at a numberof different manufacturing facilities to have substantially identicalmating surface profiles based on the set of 3D geometry models thatinclude identical surface feature profiles for respective matingsurfaces of the respective mating parts.

Accordingly, an example method of assembling an aircraft structureassembly may comprise assembling first and second frame sections with aninterconnecting section and other internally connecting sections,wherein a plurality of the individual frame section parts are machinedat a number of different manufacturing facilities to have substantiallyidentical mating surface profiles based on the set of 3D geometry modelsthat include identical surface feature profiles for respective matingsurfaces of the respective mating parts, instead of machining all of theframe section parts at the same manufacturing facility. In the examplemethod, a plurality of holes are machined in each of the first andsecond frame sections, interconnecting section and other internallyconnecting sections, to a nominal dimension for a final hole size for aclass hole diameter corresponding to a fastener, wherein the individualframe section parts are machined at a number of different manufacturingfacilities, using NC machining programs based on the set of 3D geometrymodels, to machine hole diameters and locations at substantially nominaldimensions for each of the parts and/or sections. Instead of machiningor drilling all the holes for two or mating parts to a final hole sizeat the same manufacturing facility to ensure that the holes are alignedand drilled to a fastener size (e.g., using a final-hole-size drill jigfor drilling holes in a secondary machining operation after NC machiningof the parts), a subset of the set of 3D geometry models are sent todifferent individual manufacturing facilities for creating NC machiningprograms based on the 3D geometry models to machine a plurality ofindividual parts at a number of different manufacturing facilities,where the parts and/or frame sections were pre-drilled to nominaldimensions for a final hole size corresponding to a fastener at a numberof different manufacturing facilities. Even though the holes for theplurality of parts or frame sections were pre-drilled at a number ofdifferent manufacturing facilities, because the parts were machinedusing NC machining programs based on the sets of 3D geometry models tomachine and pre-drill holes to nominal size and location dimensions on asingle numerically controlled machining apparatus (without any secondaryoperation for fixturing parts and drilling holes), the NC-machinedpre-drilled holes with diameters and locations at nominal dimensionsenable the plurality of frame sections to be assembled by aligningpre-drilled mating holes in corresponding parts and inserting fastenersthrough the aligned pre-drilled mating holes without using locatingfixtures for positioning and securing the frame sections relative toeach other or drill jigs for drilling holes to final hole size at thetime of assembly.

FIGS. 4-14 illustrate a portion of a component assembly system 400 thatin some example may correspond to the component assembly system 300 ofFIG. 3, and which may be useful for assembling an aircraft structurewithout use of any locating fixtures for alignment of the sections orfinal-hole-size drill jigs for drilling holes. The component assemblysystem is shown as being useful for assembling an aircraft wingassembly, but it should be understood that the component assembly systemmay be useful for assembling any of a number of different aircraftstructures. As shown in FIGS. 6-14, the aircraft wing assembly may becomposed of a plurality of sections including, for example, leading edgeand aft frame sections 602, 604, inner and outer span-wise sections 702,704, and a plurality of internal structural members 902 including a mainspar 902′, which may be assembled inwardly from an outer perimeterstructure including the frame sections and span-wise sections.

As shown in FIG. 4 and more particularly in FIG. 5, the system mayinclude adjustable supports 402 each of which includes an adjustablesupport bracket 404. The adjustable support bracket may include a base502 on which a brace 504 may be adjustably secured, such as by a starwheel 506 through an elongated opening 508 defined in the brace. Thesupport bracket may also include a pin 510 and star wheel 512 to attacha section of the aircraft structure to the adjustable support. Thesupport bracket may also include one or more nominal position pins 514for verification of assembly accuracy if so desired. The support bracketmay be slid to accommodate part insertion onto the assembly oraccommodate tolerance growth of the assembly if necessary.

As shown in FIG. 6, the adjustable supports 402 may support the leadingedge and aft frame sections 602, 604, and may be positioned to align theleading edge and aft frame sections in a spaced-apart relationship. Insome examples, the adjustable supports may be positioned at baselinepositions for positioning and aligning the leading edge and aft framesections in the spaced-apart relationship, at a predetermined distancefrom each other corresponding to the length of an interconnecting framesection to be installed between the leading edge and aft frame sections.Notably, each of the leading edge and aft frame sections may be adjustedby the adjustable supports 402 to position the spaced-apart sections atthe predetermined distance and appropriate alignment, and to account fordeflection that may occur where the section or part is an elongatesection having end portions that experience minimal deflection as aresult of the part's elasticity, weight, length, etc. This may beaccomplished, for example, using a laser metrology system (e.g., lasermetrology system 312) of the component assembly system 400.

As shown in FIG. 7, the inner and outer span-wise sections 702, 704 maybe positioned between the leading edge and aft frame sections. Firstpre-drilled mating holes in the inner and outer span-wise sections maybe aligned with first pre-drilled mating holes in the leading edge andaft frame sections, and fasteners may be installed through the aligned,first pre-drilled mating holes, to thereby form an outer perimeterstructure of the aircraft wing assembly. As indicated in FIG. 7, this isshown in FIG. 8 for alignment of first pre-drilled mating holes 802 inthe inner span-wise section 702, and first pre-drilled mating holes 804in the leading edge frame section 602, for installation of fasteners806. In FIG. 8, only one pair of aligned holes is called out, and onlyone fastener is shown, for purposes of illustration.

As shown in FIGS. 9-12, for each internal structural member 902 of theplurality of internal structural members, the internal structural membermay be positioned within the outer perimeter structure (including theleading edge and aft frame sections 602, 604, and the inner and outerspan-wise sections 702, 704). Second pre-drilled mating holes in theinternal structural member may be aligned with second pre-drilled matingholes in at least one of another internal structural member, the innerspan-wise section or outer span-wise section, and fasteners may beinstalled through the aligned, second pre-drilled aligned holes tosecure the internal structural member. As indicated in FIG. 9, this isshown more particularly in FIG. 10 for alignment of second pre-drilledmating holes 1002 in the main spar 902′, and second pre-drilled matingholes 1004 in another internal structural member, for installation offasteners 1006. In FIG. 10, only one pair of aligned holes is calledout, and only one fastener is shown, for purposes of illustration.

FIG. 11 illustrates additional internal structural members 1102 (onlysome of which are called out) secured to the outer perimeter structure;and as indicated, FIG. 12 illustrates alignment of second pre-drilledmating holes 1202 in an internal structural member with secondpre-drilled mating holes 1204 in the inner span-wise section 702, forinstallation of fasteners 1206. In FIG. 12, only two pairs of alignedholes are called out, and only two fasteners are shown, for purposes ofillustration.

As shown in FIG. 13, in some examples, the aircraft wing assembly may befurther composed of one or more outer skin portions 1302. In theseexamples, and again without use of any locating fixtures orfinal-hole-size drill jigs, the outer skin portions may be positionedrelative to the outer perimeter structure. Third pre-drilled matingholes in the outer skin portion(s) may be aligned with third pre-drilledmating holes in the outer perimeter structure, and fasteners may beinstalled through the aligned, third pre-drilled mating holes to securethe skin portions. This is shown more particularly in FIG. 14, forexample, for alignment of third pre-drilled mating holes 1402 in anouter skin portion, and third pre-drilled mating holes 1404 in the innerspan-wise section 702, for installation of fasteners 1406. Once again,in FIG. 14, only one pair of aligned holes is called out, and only onefastener is shown, for purposes of illustration.

Accordingly, an example method of assembling an aircraft structureassembly may comprise assembling inner and outer span-wise sections 702,704 with leading edge and aft frame sections 602, 604, wherein aplurality of the individual frame section parts are machined at a numberof different manufacturing facilities to have substantially identicalmating surface profiles based on a set of 3D geometry models thatinclude identical surface feature profiles for respective matingsurfaces of the respective mating sections, instead of machining all ofthe section or parts at the same manufacturing facility. In the examplemethod, a plurality of holes are machined in each of the inner and outerspan-wise sections 702, 704 and leading edge and aft frame sections 602,604, to a nominal dimension for a final hole size for a class holediameter corresponding to a fastener, wherein the individual sectionsare machined at a number of different manufacturing facilities, using NCmachining programs based on the set of 3D geometry models, to machinehole diameters and locations at substantially nominal dimensions foreach of the sections. Instead of machining or drilling all the holes fortwo or mating parts to a final hole size at the same manufacturingfacility to ensure that the holes are aligned and drilled to a fastenersize (e.g., using a final-hole-size drill jig for drilling holes in asecondary machining operation after NC machining of the parts), theplurality of sections were pre-drilled to nominal dimensions for a finalhole size corresponding to a fastener at a number of differentmanufacturing facilities. Even though the holes for the plurality ofsections were pre-drilled at a number of different manufacturingfacilities, because the sections were machined using NC machiningprograms based on the sets of 3D geometry models to machine andpre-drill holes to nominal size and location dimensions on a singlenumerically controlled machining apparatus (without any secondaryoperation for fixturing parts and drilling holes), the NC-machinedpre-drilled holes with diameters and locations at nominal dimensionsenable the plurality of frame sections to be assembled by aligningpre-drilled mating holes in corresponding sections and insertingfasteners through the aligned pre-drilled mating holes, without usinglocating fixtures for positioning and securing the frame sectionsrelative to each other or drill jigs for drilling holes to final holesize at the time of assembly.

FIG. 15 is a flowchart illustrating various steps in a method 1500 ofassembling an aircraft structure assembly without use of any shimming,locating fixtures or final-hole-size drill jigs, according to someexample implementations. The aircraft structure assembly is composed ofa plurality of sections including first and second frame sections, aninterconnecting frame section and a plurality of structural matingsections. As shown at blocks 1502, 1504, the method may includesupporting the first and second frame sections on respective adjustablesupports positioned to align the first and second frame sections in aspaced-apart relationship, and positioning the interconnecting framesection between the first and second frame sections. The method mayinclude aligning first pre-drilled mating holes in the interconnectingframe section with first pre-drilled mating holes in the first andsecond frame sections, and installing fasteners through the aligned,first pre-drilled mating holes, as shown at block 1506. For eachstructural mating section of a plurality of structural mating sections,the method may include positioning the structural mating sectionrelative to the first and second frame sections and interconnectingframe section, as shown at block 1508. And for each structural matingsection of a plurality of structural mating sections, the method mayinclude aligning second pre-drilled mating holes in the structuralmating section with second pre-drilled mating holes in at least one ofthe interconnecting frame section, first frame section or second framesection, and installing fasteners through the aligned, secondpre-drilled mating holes to secure the structural mating section, asshown at block 1510.

FIG. 16 is a flowchart illustrating various steps in a method 1600 ofassembling an aircraft wing assembly without use of any locatingfixtures for alignment of the sections or final-hole-size drill jigs fordrilling holes, according to some example implementations. The aircraftwing assembly is composed of a plurality of sections including leadingedge and aft frame sections, inner and outer span-wise sections and aplurality of internal structural members. As shown at blocks 1602, 1604,the method may include supporting the leading edge and aft framesections on respective adjustable supports positioned to align theleading edge and aft frame sections in a spaced-apart relationship, andpositioning the inner and outer span-wise sections between the leadingedge and aft frame sections. The method may include aligning firstpre-drilled mating holes in the inner and outer span-wise sections withfirst pre-drilled mating holes in the leading edge and aft framesections, and installing fasteners through the aligned, firstpre-drilled mating holes, to thereby form an outer perimeter structureof the aircraft wing assembly, as shown at block 1606. For each internalstructural member of the plurality of internal structural members, themethod may include positioning the internal structural member within theouter perimeter structure, as shown at block 1608. And for each internalstructural member of the plurality of internal structural members, themethod may include aligning second pre-drilled mating holes in theinternal structural member with second pre-drilled mating holes in atleast one of another internal structural member, the inner span-wisesection or outer span-wise section, and installing fasteners through thealigned, second pre-drilled aligned holes to secure the internalstructural member, as shown at block 1610. The aircraft wing assemblymay be assembled inwardly from the outer perimeter structure.

According to example implementations of the present disclosure, themodel-based definition and machining subsystem 102, and the examplemodel-based definition and machining subsystem 200 and its subsystemsincluding the 3D geometry modeler 202 and/or NC program generator 204may be implemented by various means. Means for implementing themodel-based definition and machining subsystem and its subsystems mayinclude hardware, alone or under direction of one or more computerprograms from a computer-readable storage medium. In some examples, oneor more apparatuses may be configured to function as or otherwiseimplement the model-based definition and machining subsystem and itssubsystems shown and described herein. In examples involving more thanone apparatus, the respective apparatuses may be connected to orotherwise in communication with one another in a number of differentmanners, such as directly or indirectly via a wired or wireless networkor the like.

FIG. 17 illustrates an apparatus 1700 according to some exampleimplementations of the present disclosure. Generally, an apparatus ofexample implementations of the present disclosure may comprise, includeor be embodied in one or more fixed or portable electronic devices.Examples of suitable electronic devices include a smartphone, tabletcomputer, laptop computer, desktop computer, workstation computer,server computer or the like. The apparatus may include one or more ofeach of a number of components such as, for example, a processor 1702(e.g., processor unit) connected to a memory 1704 (e.g., storagedevice).

The processor 1702 is generally any piece of computer hardware that iscapable of processing information such as, for example, data, computerprograms and/or other suitable electronic information. The processor iscomposed of a collection of electronic circuits some of which may bepackaged as an integrated circuit or multiple interconnected integratedcircuits (an integrated circuit at times more commonly referred to as a“chip”). The processor may be configured to execute computer programs,which may be stored onboard the processor or otherwise stored in thememory 404 (of the same or another apparatus).

The processor 1702 may be a number of processors, a multi-processor coreor some other type of processor, depending on the particularimplementation. Further, the processor may be implemented using a numberof heterogeneous processor systems in which a main processor is presentwith one or more secondary processors on a single chip. As anotherillustrative example, the processor may be a symmetric multi-processorsystem containing multiple processors of the same type. In yet anotherexample, the processor may be embodied as or otherwise include one ormore application-specific integrated circuits (ASICs),field-programmable gate arrays (FPGAs) or the like. Thus, although theprocessor may be capable of executing a computer program to perform oneor more functions, the processor of various examples may be capable ofperforming one or more functions without the aid of a computer program.

The memory 1704 is generally any piece of computer hardware that iscapable of storing information such as, for example, data, computerprograms (e.g., computer-readable program code 1706) and/or othersuitable information either on a temporary basis and/or a permanentbasis. The memory may include volatile and/or non-volatile memory, andmay be fixed or removable. Examples of suitable memory include randomaccess memory (RAM), read-only memory (ROM), a hard drive, a flashmemory, a thumb drive, a removable computer diskette, an optical disk, amagnetic tape or some combination of the above. Optical disks mayinclude compact disk—read only memory (CD-ROM), compact disk—read/write(CD-R/W), DVD or the like. In various instances, the memory may bereferred to as a computer-readable storage medium. The computer-readablestorage medium is a non-transitory device capable of storinginformation, and is distinguishable from computer-readable transmissionmedia such as electronic transitory signals capable of carryinginformation from one location to another. Computer-readable medium asdescribed herein may generally refer to a computer-readable storagemedium or computer-readable transmission medium.

In addition to the memory 1704, the processor 1702 may also be connectedto one or more interfaces for displaying, transmitting and/or receivinginformation. The interfaces may include a communications interface 1708(e.g., communications unit) and/or one or more user interfaces. Thecommunications interface may be configured to transmit and/or receiveinformation, such as to and/or from other apparatus(es), network(s) orthe like. The communications interface may be configured to transmitand/or receive information by physical (wired) and/or wirelesscommunications links. Examples of suitable communication interfacesinclude a network interface controller (NIC), wireless NIC (WNIC) or thelike.

The user interfaces may include a display 1710 and/or one or more userinput interfaces 1712 (e.g., input/output unit). The display may beconfigured to present or otherwise display information to a user,suitable examples of which include a liquid crystal display (LCD),light-emitting diode display (LED), plasma display panel (PDP) or thelike. The user input interfaces may be wired or wireless, and may beconfigured to receive information from a user into the apparatus, suchas for processing, storage and/or display. Suitable examples of userinput interfaces include a microphone, image or video capture device,keyboard or keypad, joystick, touch-sensitive surface (separate from orintegrated into a touchscreen), biometric sensor or the like. The userinterfaces may further include one or more interfaces for communicatingwith peripherals such as printers, scanners or the like.

As indicated above, program code instructions may be stored in memory,and executed by a processor, to implement functions of the systems,subsystems, tools and their respective elements described herein. Aswill be appreciated, any suitable program code instructions may beloaded onto a computer or other programmable apparatus from acomputer-readable storage medium to produce a particular machine, suchthat the particular machine becomes a means for implementing thefunctions specified herein. These program code instructions may also bestored in a computer-readable storage medium that can direct a computer,a processor or other programmable apparatus to function in a particularmanner to thereby generate a particular machine or particular article ofmanufacture. The instructions stored in the computer-readable storagemedium may produce an article of manufacture, where the article ofmanufacture becomes a means for implementing functions described herein.The program code instructions may be retrieved from a computer-readablestorage medium and loaded into a computer, processor or otherprogrammable apparatus to configure the computer, processor or otherprogrammable apparatus to execute operations to be performed on or bythe computer, processor or other programmable apparatus.

Retrieval, loading and execution of the program code instructions may beperformed sequentially such that one instruction is retrieved, loadedand executed at a time. In some example implementations, retrieval,loading and/or execution may be performed in parallel such that multipleinstructions are retrieved, loaded, and/or executed together. Executionof the program code instructions may produce a computer-implementedprocess such that the instructions executed by the computer, processoror other programmable apparatus provide operations for implementingfunctions described herein.

Execution of instructions by a processor, or storage of instructions ina computer-readable storage medium, supports combinations of operationsfor performing the specified functions. In this manner, an apparatus1700 may include a processor 1702 and a computer-readable storage mediumor memory 1704 coupled to the processor, where the processor isconfigured to execute computer-readable program code 1706 stored in thememory. It will also be understood that one or more functions, andcombinations of functions, may be implemented by special purposehardware-based computer systems and/or processors which perform thespecified functions, or combinations of special purpose hardware andprogram code instructions.

Many modifications and other implementations of the disclosure set forthherein will come to mind to one skilled in the art to which thedisclosure pertains having the benefit of the teachings presented in theforegoing description and the associated drawings. Therefore, it is tobe understood that the disclosure is not to be limited to the specificimplementations disclosed and that modifications and otherimplementations are intended to be included within the scope of theappended claims. Moreover, although the foregoing description and theassociated drawings describe example implementations in the context ofcertain example combinations of elements and/or functions, it should beappreciated that different combinations of elements and/or functions maybe provided by alternative implementations without departing from thescope of the appended claims. In this regard, for example, differentcombinations of elements and/or functions than those explicitlydescribed above are also contemplated as may be set forth in some of theappended claims. Although specific terms are employed herein, they areused in a generic and descriptive sense only and not for purposes oflimitation.

What is claimed is:
 1. A method of assembling an aircraft structure assembly composed of a plurality of sections including first and second frame sections, an interconnecting frame section and a plurality of structural mating sections, the method comprising without use of any of shimming, locating fixtures and final-hole-size drill jigs: supporting the first and second frame sections on respective adjustable supports positioned to align the first and second frame sections in a spaced-apart relationship at a predetermined distance from each other corresponding to a length of the interconnecting frame section; positioning the interconnecting frame section between the first and second frame sections; aligning first pre-drilled mating holes in the interconnecting frame section with first pre-drilled mating holes in the first and second frame sections, the first pre-drilled mating holes being pre-drilled to a final hole size corresponding to first fasteners, and installing the first fasteners through the aligned, first pre-drilled mating holes without the use of locating fixtures for positioning and securing the interconnecting frame section and the first and second frame sections; and for each structural mating section of the plurality of structural mating sections: positioning the structural mating section relative to the first and second frame sections and the interconnecting frame section; and aligning second pre-drilled mating holes in the structural mating section with second pre-drilled mating holes in at least one of the interconnecting frame section, first frame section or second frame section, and installing second fasteners through the aligned, second pre-drilled mating holes to secure the structural mating section, wherein the plurality of structural mating sections that are positioned relative to the first and second frame sections and the interconnection frame section are assembled inwardly from the first and second frame sections that form an outer perimeter structure of the aircraft structure assembly.
 2. The method of claim 1 further comprising positioning the adjustable supports at baseline positions for positioning and aligning the first and second frame sections in the spaced-apart relationship, the adjustable supports being positioned using a laser metrology system.
 3. The method of claim 1 further comprising numerically-controlled machining at least two of the plurality of sections based on respective three-dimensional geometry models thereof, the at least two of the plurality of sections in the respective three-dimensional models having an identical mating surface feature profile such that the at least two of the plurality of sections are machined to have an identical mating surface feature profile.
 4. The method of claim 1, wherein the structural mating section is positioned, the second pre-drilled mating holes are aligned and the second fasteners are installed through the aligned, second pre-drilled mating holes, for the plurality of structural mating sections to assemble the aircraft structure assembly inwardly from the first and second frame sections that form the outer perimeter structure thereof.
 5. The method of claim 1, wherein the first and second frame sections are respectively leading edge and aft frame sections, and the interconnecting frame section includes inner and outer span-wise sections, and wherein positioning the interconnecting frame section includes positioning the inner and outer span-wise sections between the leading edge and aft frame sections without use of any shimming, locating fixtures and final-hole-size drill jigs.
 6. The method of claim 1, wherein the first pre-drilled mating holes are pre-drilled prior to alignment of the first pre-drilled mating holes, the first pre-drilled mating holes being pre-drilled to a nominal hole diameter that is a final hole size for a class hole diameter corresponding to the first fasteners, such that installing the first fasteners includes inserting the first fasteners through the aligned, first pre-drilled mating holes without use of locating fixtures for positioning and securing the interconnecting frame section and first and second frame sections relative to each other.
 7. The method of claim 1, wherein the second pre-drilled mating holes are pre-drilled prior to alignment of the second pre-drilled mating holes, the second pre-drilled mating holes being pre-drilled to a nominal hole diameter that is a final hole size for a class hole diameter corresponding to the second fasteners, such that installing the second fasteners includes inserting the second fasteners through the aligned, second pre-drilled mating holes without use of locating fixtures for positioning and securing the structural mating section and the at least one of the interconnecting frame section, first frame section or second frame section relative to each other.
 8. A method of assembling an aircraft wing assembly composed of a plurality of sections including leading edge and aft frame sections, inner and outer span-wise sections and a plurality of internal structural members, the method comprising without use of any of locating fixtures for alignment of the plurality of sections and final-hole-size drill jigs for drilling holes: supporting the leading edge and aft frame sections on respective adjustable supports positioned to align the leading edge and aft frame sections in a spaced-apart relationship at a predetermined distance from each other corresponding to lengths of the inner and outer span-wise sections; positioning the inner and outer span-wise sections between the leading edge and aft frame sections; aligning first pre-drilled mating holes in the inner and outer span-wise sections with first pre-drilled mating holes in the leading edge and aft frame sections, the first pre-drilled mating holes being pre-drilled to a final hole size corresponding to first fastners, and installing the first fasteners through the aligned, first pre-drilled mating holes without the use of locating fixtures for positioning and securing the inner and outer span-wise sections and the leading edge and aft frame sections, to thereby form an outer perimeter structure of the aircraft wing assembly; and for each internal structural member of the plurality of internal structural members: positioning the internal structural member within the outer perimeter structure; aligning second pre-drilled mating holes in the internal structural member with second pre-drilled mating holes in at least one of another internal structural member of the plurality of internal structural members, the inner span-wise section or the outer span-wise section, and installing second fasteners through the aligned, second pre-drilled aligned holes to secure the internal structural member, wherein the plurality of internal structural members that are positioned relative to the leading edge and aft frame sections and the inner and outer span-wise sections are assembled inwardly from the leading edge and aft frame sections that form the outer perimeter structure of the aircraft wing assembly.
 9. The method of claim 8, wherein each of the plurality of internal structural members includes a main spar, and for each of the plurality of internal structural members including the main spar, positioning the internal structural member and aligning second pre-drilled mating holes comprises: positioning the main spar within the outer perimeter structure; and aligning second pre-drilled mating holes in the main spar with second pre-drilled mating holes in at least one of another internal structural member of the plurality of internal structural members, the inner span-wise section or the outer span-wise section, and installing the second fasteners through the aligned, second pre-drilled aligned holes to secure the main spar.
 10. The method of claim 8, wherein the aircraft wing assembly is further composed of one or more outer skin portions, and the method further comprises without use of any locating fixtures and final-hole-size drill jigs: positioning the one or more outer skin portions relative to the outer perimeter structure; aligning third pre-drilled mating holes in the one or more outer skin portions with third pre-drilled mating holes in the outer perimeter structure, and installing third fasteners through the aligned, third pre-drilled mating holes to secure the one or more outer skin portions.
 11. The method of claim 8 further comprising positioning the adjustable supports at baseline positions for positioning and aligning the leading edge and aft frame sections in the spaced-apart relationship, the adjustable supports being positioned using a laser metrology system.
 12. The method of claim 8 further comprising numerically-controlled machining at least two of the plurality of sections based on respective three-dimensional geometry models thereof, the at least two of the plurality of sections in the respective three-dimensional models having an identical mating surface feature profile such that the at least two of the plurality of sections are machined to have an identical mating surface feature profile.
 13. The method of claim 8, wherein the first pre-drilled mating holes are pre-drilled prior to alignment of the first pre-drilled mating holes, the first pre-drilled mating holes being pre-drilled to a nominal hole diameter that is a final hole size for a class hole diameter corresponding to the first fastners, such that installing the first fasteners includes inserting the first fasteners through the aligned, first pre-drilled mating holes without use of locating fixtures for positioning and securing the inner and outer span-wise sections and leading edge and aft frame sections relative to each other.
 14. The method of claim 8, wherein the second pre-drilled mating holes are pre-drilled prior to alignment of the second pre-drilled mating holes, the second pre-drilled mating holes being pre-drilled to a nominal hole diameter that is a final hole size for a class hole diameter corresponding to the second fastners, such that installing the second fasteners includes inserting the second fasteners through the aligned, second pre-drilled mating holes without use of locating fixtures for positioning and securing the internal structural member and the at least one of the other internal structural member, the inner span-wise section or outer span-wise section relative to each other. 